Train-controlling apparatus



s. RENOVICH. TRAIN CONTROLLING APPARATU S. APPLICATION FILED FEB. 2, 19!].

3 SHEETS-SHEET ATTORN EV .s. RENOVLCH. TRAIN CONTROLLING APPARATUS.

APPLICATLON FILED FEE. 2,1917. 7

Patented Mar. 16, 1920.

3 SHEETS-SHEET 2.

v LNVENTOR Slay zen, Ream 1'07,

WITNESSES ATTORNEY S. RENOVICH.

TRAIN CONTROLLING APPARATUS. APFUCATION FILED FEB. L 19]].

1,333,678. v PatentedMa1- 16,1920.

' 3 SHEETS-SHEET 3- Arromn L L luvemon 1,333, 78. Application-flled-Fehruary 2, I917. seriali'wo. 146,154.

I 1'. s'rr zrnnnnnnov cn, orfnnw Yon'K, NQY.

To all wkom' it may comm.-

} Be it known-that I, STEPHEVN5't13lNOVIVGH,

a resident of the United. States, residing at New York, in'the county of New York and State of New York, have invented new and useful Improvements in Train Controlhng Apparatus, of which the follow ng is a speci- This invention relates to improvements in train "controlling apparatus, and particular application ;-to signal controlled stop- I ping mechanism whereby the propellin si ve device and-brake shoes applied to the track rails through the' agency of a second electro-iesponsiv'e device, both of the said devices being under the control of a motor operated switch that is -co1 1tr .olle d by the block signalythe motor being. energized when the signal is at danger and the tra n tempts :topass such signal,

Withthe above and other-objects in vlew, the inventionkconsists in the construction,

' combination and arrangement of parts herein set forth and falling with n the scope; or-

Figure 1 represents aside elevation of a locomotive equipped with the apparatus 7 comprised in the present invention.

Fig.2 is adetail view ofthe device ifoi cutting ofi'. the power of the'locomotive under danger conditions. a I

.Fig; 3 is a detail side'elevation of the brake shoe-and operative mechanism therefor.

L Fig. 4 is asectional side View of'the casingin'closingythe motor for, closing the circuitsof the brake operating shoe and throttle closing mechanism, and illustrates the inotor and associated;elements,

7 F ig; dis agdeta'il sidej..elevation ofthe trackreiay; v 1

Specification o f Ltterslatent. Pate t 7 "rnam conrnormue .A'PPARATUS.

a Mar. 16,1920;

1 designates a trackway, while 2 indicates a contact'r'ail arranged between the lines of rails of the trackway. One line of rails of the trackway 'and the contact rail 2 are di-i vided into sections constituting blocks by means of insulation 3. 'Arranged. at each.

end of each" block is a-relayf i, and located at the" meeting ends of adjacent blocks is" a source of energy as a battery 5; Each relay 4 and having one end extendedp The ex tended end of the armature, ina the normal position of the relay, is spaced a'p'art'from' contacts 11,12 and when the coils of therelay" areene'rgized the armature a is drawn intoen-gagement with the pole pieces of the coils and the extended end of such armature bridges the contacts- 11, 12; One terminal of the coils 8 in each of the adjoiningblocks is 7 connected by means of'a wire 9 with one side of the battery 5, while the other teri By means of this arrangement, itwill be seen. thatwhen a train'enters a block, the

wheels and axles bridging the lines of-rails offlsuch blockhwillcause the relays in the adjacent blocks to be energized, current for each relay flowing from oneside of the particular battery 5 through the conductor 6, the continuous line of rails of the trjackwa y, the wheels and axles o-f -the train in the occupied block, the other block forming minals of the coils of the relays the ad section ofthe lines of rails of the traclmv'ay,

the conductor 10 connectedto, such section,

the relay coils, and then back to the other. 7 side of thelbattery by way of the conductor Fig. 5 is a front view of the motor casing; illustrating thearrangement of the contacts.

9-. en the energiz'ation of each relay the a. a J 12', 1 thereby 'co nnecting -the contact rail, to Fig- 7 is a diagrammatic.View of the appli catio'n of the invention. a 1,

Referring'now to the drawings 1n deta l,

the side of the batteryb opposite from that side connected to the continuous; line of 65 e includes coils 8 and an armature 4:, nornially held away from the coils by a-spring 1 adapted to engage the track rail, while mountedupon theupper end of the arm 17 ,isan armature 19, disposed within the influence of the poles of the magnets 16. Sur-' rounding the rod 17 between the central sec- 1 tion of the bracket and the armature 19 is a coiled expansion spring 20, that acts to hold the armature of the brake shoe in elevated position thereby preventing'the brake shoe from contacting with the corresponding line 7 of track rails. I

Arranged upon the locomotive adj acent'to the throttle valve lever is a throttle valve closing device embodyinga cylinder 21, suitably-fastened to the cab end of the boiler and projecting outwardly therefrom and a U-shaped guicle' 22,.having the ends of the legs thereof fastened. to the outer end of the cylinder-{21. Mounted within'the cylinder 21 is a piston 23 with a piston rod 24:,p10- j ecting outwardly through the outer end of the cylinder and through an opening in the interconnecting. member of the guide 22. Working in the guide 2:2 is a crosshead 25 that is connected with the rod 24L, and forms a bearing therefor, and connected to the outer end of'the rod 2% is an armature 26 disposed within the influence of the poles of electromagnet's 27 secured to the outer end of the guide Surrounding the rod 24 between the armature 26and the guide is a with the poles of the magnets.

coiled expansion spring 28 that acts to hold the armature normally out of engagement The arma ture 26 is connected through suitable mecha nism with the throttle valve lever so that when the magnets are energized and the armature drawn into engagement with the poles thereof the throttle valve is closed, the piston 23 in thecylinder 21 acting as dash pot to retard themovement of the piston rod motor 29 is grounded upon one of the wheels .of' the locomotive by a wire 30, while the other side is connected by a wire 31 to a contact wheel 32 dependingfrom the locomotive and, bearing; upon the contact rail 2. This motor 29 is mounted'within a casing 33 and is connected through the medium of a train of gears 3 L witha shaft 35, journale'd in suitable bearings carried by the casing 33. Connected with one end of the shaft 35is an (arm 36, and disposed within the path of movement of the arm 36 are pairsof contact.

fingers 37 and 38, the fingers in each pair being normally spaced apart. One terminal of the magnet 27 is connected with one of the fingers 38, through a wire 39, while the other terminal is connected with a wire 40 which is tapped onto the common wire 31 which is connected with the contact wheel. magnets 16 are connected in pairs, and one terminal of the same is tapped onto the common wire 31, by means of a wire 41, while the other terminal is connected by means of a wire 42 to one of the fingers of the pair 37. The other two fingers of the pairs 37 and 38 are grounded throughthemeans of a wire 7 43 upon one of the wheels of the'locomotive.

In practice when the trainoccupies a block and connects the contact rail sections of the adjacent blocks with the respective batteries, a train entering either of the blocks adjacent to the occupied block will be stopped owing to the current flowing fromthe battery 5 throughthemotor, thereby operating the arm 36 to close the circuits of the electroresponsive 7 devices controlling the throttle valve and the brake shoes.

\Vhile I haveherein shown and described the preferred form of my invention by way of illustration, I wish it to be understood 1 that I do not limit or confine myselfto the precise details of construction herein shown and described as modification and variation may be made within the scope of the claim and without departing from the spirit of the invention.

I claim An automatic train stop system comprising in combination with a track divided into blocks, acontactrail also divided into blocks, a battery, electromagnets for the blocks connected in pairs so as to actjointly to connect a pair of adjacent block sections to the contact rail, an electrically operated track shoe engaging, when energized, a rail of the track, an electrical device for closing a throttle lever, a contact wheel traveling on the contact rail, a motor having oneterminal ground 'on the engine and the other connect-.

ed with said wheel, a conductor bridging the track shoe and said device across the terminals of the motor, and a switch arm operated by the motor, for opening and closing said conductor in accordance with the operation of the motor. l 1

In testimony-whereof I aflix my signature.

' STEPHEN RENOVICH. 

